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Unbelievable! That was my overriding thought, as I circled California’s Thunderhill Raceway again and again. Whether accelerating down straights, carving through sweepers, threading hairpins, or hauling it down under hard braking just before slicing in toward a new apex, this car was working surprisingly well. It felt unexpectedly taut, predictable, and controllable as it tackled the ins and outs of the track with the same finesse and fine-tuned control as a world-class European sport sedan. Yet, most amazing of all, I was driving a Lincoln. This is no mushy, wallowing Town Car; it’s Lincoln’s brand-new entry-level sport luxury model, the LS. And it is, quite simply, a revelation.

The LS is a new vehicle from the ground up, and innovation rather than tradition has guided its development. It’s a true world car that will be distributed in 20-some different countries around the globe in both left- and right-hand-drive configurations. Moreover, it’s a well-balanced package that blends all the right ingredients of an entry-level sport/luxury sedan into an attractive whole, with satisfying performance, sports-car-like handling, advanced technology, a comfortable, well-equipped cabin, and excellent value.

The heart of the LS’ fun-to-drive nature lies in its extremely rigid all-new chassis, the stiffest ever offered in a Lincoln. At 114.5 inches, it has the longest wheelbase in its class, which translates into plenty of interior legroom. An aluminum hood, rear deck, and front fender panels reduce weight. Plus, its near perfect weight distribution (51/49 with a V-6, 52/48 with a V-8) lends it a neutral feel and easy handling dynamics most appreciated in at-the-edge driving, such as during our laps on the track or in an accident-avoidance situation.

The fine-tuned short- and long-arm suspension both front and rear uses aluminum extensively to minimize weight. And, make no mistake, this Lincoln has a firm, Germanic ride; don’t expect a typical softly sprung American cruiser. It also delivers crisp, predictable handling that can turn a twisty mountain road into an adrenaline-inducing arcade ride, or an empty backcountry two-laner into a well-controlled high-speed romp. Sport enthusiasts will lap this up; traditional Lincoln buyers should be prepared to expand their horizons or stick with the Town Car.

A key LS option is Ford‘s new AdvanceTrac stability control system, which helps prevent both oversteer and understeer conditions during aggressive cornering. Similar to those offered by BMW, Lexus, and Mercedes-Benz, if the system detects that the car is beginning to experience either a tail-out slide or front-end plowing, it will briefly apply individual brakes-and, if necessary, retard spark timing and cut back on fuel delivery-to get the vehicle back on track. It does this without the heavy-handed intrusiveness of as some of its competitors.

The LS variable-assist rack-and-pinion steering has only a bit lighter feel than the typical German sedan, yet offers stable on-center feel, linear, predictable turn-in, and good overall precision and responsiveness.

Under the hood, you’ll find either a 3.0-liter V-6 or a 3.9-liter V-8. Both engines use double overhead cams, four valves per cylinder, aluminum cases, and meet all Low-Emission Vehicle standards. The six is based on the same Duratec engine now in the Ford Taurus and Mercury Sable, but is mounted longitudinally for use with the Lincoln’s rear-drive configuration and has been tweaked to boost output to 210 horsepower and 205 pound-feet of torque. Lincoln’s estimated 0-60-mph time for the V-6 is 8.0 seconds, which is in the ballpark with our last tests for an automatic-equipped BMW 528i (7.5 seconds) and Lexus GS 300 (7.6 seconds).

For drivers who want a bit more aggressive feel from their LS, Lincoln’s Sport Package is an attractive buy. It boosts handling with lower-profile 235/50VR17 tires on unique five-spoke aluminum wheels, revised shock valving, and thicker anti-roll bars to trim body lean in corners, and recalibrated steering for less assist at high speeds. The package includes leather-wrapped steering wheel and shifter, monochromatic bumpers, engine oil cooler, full-size spare tire on matching wheel, and, on automatic-equipped models, Lincoln’s new SelectShift function, which allows manual shifting similar to Porsche‘s Tiptronic and Chrysler‘s AutoStick systems. All this adds only $1000 to the sticker on automatic-equipped models; with a stick, the package comes standard.

The LS variable-assist rack-and-pinion steering has only a bit lighter feel than the typical German sedan, yet offers stable on-center feel, linear, predictable turn-in, and good overall precision and responsiveness.

Under the hood, you’ll find either a 3.0-liter V-6 or a 3.9-liter V-8. Both engines use double overhead cams, four valves per cylinder, aluminum cases, and meet all Low-Emission Vehicle standards. The six is based on the same Duratec engine now in the Ford Taurus and Mercury Sable, but is mounted longitudinally for use with the Lincoln’s rear-drive configuration and has been tweaked to boost output to 210 horsepower and 205 pound-feet of torque. Lincoln’s estimated 0-60-mph time for the V-6 is 8.0 seconds, which is in the ballpark with our last tests for an automatic-equipped BMW 528i (7.5 seconds) and Lexus GS 300 (7.6 seconds).

The V-8, meanwhile, is a new engine based on the 4.0-liter AJ26 in the Jaguar XK8. It musters 252 horses and 267 pound-feet of torque and gives the LS good (but not class-leading) acceleration. Although we weren’t able to do instrumented testing on the LS during this drive, an acceleration run timed with a stopwatch showed the V-8-powered model capable of sprinting 0-60 mph in 7.2 seconds. One disappointing feature is its off-idle torque, which doesn’t deliver the punch of BMW’s or Mercedes’ V-8s. However, the 3.9-liter has all the smoothness and quiet you’d expect of a luxury V-8 sedan, as well as a satisfyingly muscular growl when you get into the throttle. For autobahn-minded drivers, the LS’ top speed with the V-8 is said to be “just over 140 mph.”

Either engine is available with a five-speed automatic transmission, while the only V-6 is also available with a five-speed Getrag manual-very similar to that used in the 528i-making it the first stick shift offered by Lincoln since the ’51 Cosmopolitan. At the other end of the power issue is strong, progressive braking provided by high-performance four-wheel ventilated discs and four-channel ABS. Tied into this is an all-speed traction control system standard on V-8 models and optional with the V-6.

Inside the LS is a quiet, comfortable environment trimmed in leather and wood, with plenty of head- and legroom. However, we were surprised at the sparcity of useable storage areas. (The center console only holds the phone cradle, the door pockets are very tight, and the cupholders are rather small.) On the plus side, the rear seat is raised 1.5 inches to give passengers better visibility, and there are three-point seatbelts at all positions. Highlights among the LS’ long list of standards include a Global Open feature that allows the sunroof and all windows to be lowered simultaneously with one press on the remote control, a Global Close function (by turning and holding the ignition key in the driver’s door lock cylinder), and Ford’s new SecuriLock anti-theft system, wherein the key and ignition switch communicate with matching codes (that get reset with each use), so the car can’t be started without the right key. On the options list is an in-dash six-disc CD changer mounted behind the glovebox door and, on V-8 models, Lincoln’s RESCU system, which can be used to summon roadside emergency assistance or to request travel information like route planning, points of interest, or directions.

The V-6 automatic carries an MSRP of $31,450, while opting for the manual tranny with Sport Package will run you $32,250. The V-8, meanwhile, stickers at $35,225 sans options, while our liberally loaded test car was $40,918. Measured against its primary competition the LS is an outrageous bargain, sweetening the overall deal just that much more.

Yes, this Lincoln is one of the most pleasant surprises we’ve had in a long while. It’s a world-class sport/luxury sedan with a carefully crafted European persona and is one of the best new cars from an American marque. Don’t be misled by the badging; if you’re considering a BMW, Mercedes, Audi, or Lexus, do yourself a favor and put the LS on your test-drive list. You won’t believe it’s a Lincoln.

Horsepower

2000 Lincoln LS News and Reviews

Lincoln's LS was a radical step for Ford's venerable luxury brand; a bold move to win over younger buyers lusting after a BMW or Lexus. On paper it ticked all the right boxes: restrained styling, crisp handling, and Germanic ride. But Lincoln's plaid-and-polyester image didn't quite click with the MTV generation.Built on an all-new platform shared with the {{{Jaguar S-Type}}},…

Unbelievable! That was my overriding thought, as I circled California's Thunderhill Raceway again and again. Whether accelerating down straights, carving through sweepers, threading hairpins, or hauling it down under hard braking just before slicing in toward a new apex, this car was working surprisingly well. It felt unexpectedly taut, predictable, and controllable as it tackled the ins and outs of…

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